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Quatre personnes ont comparu devant le tribunal de Derby, sous l'inculpation d'avoir complotè l'assassinat de deux ministres, MM. Lloyd George et Henderson. Les accusés se sont plaints de leurs cellules, qui, d'après eux, furent glaciales. "Daily Mail" Photograph. London [[image]] [caption] A russian military transport train on its way across the Caucasus. Un convoi militaire russe en marche à travers le Caucase. [\caption] [[image]] [caption] A group of German officers captured on the Monastir front. Groupe d'officiers allemands, faits prisonniers sur the front de Monastir. [\caption] [French Official. [[image]] [caption] Miss Ruth Law, the famous American airwoman. Mlle. Law, aviatrice américaine célèbre. [\caption] [[image]] [caption] A merry trio on the ice in Regent's Park; an army lieu lieutenant share a partner. Treis joyeux patineurs à Regent's Park (Londres); un lieutenant d'infanterie et un lieutenant aviateur. ["D [\caption] [[image]] 12 WEDNESDAY - The Evening Trib How I Learned to Fly - By Ruth Law By Ruth Law [[image]] [caption] Ruth Law [\caption] In the old days, when I learned to fly. Doesn't that sound funny, speaking of the old days in aviation? Most everyone thinks aviation is so new. Ten years seems an awfully long time, and when I think of my early flying experiences in the old frail "box kite" aeroplane that was considered such a wonderful contraption when the Wright brothers first invented it, really, I shiver a little and thank my lucky stars that I am still here with all my bones whole. Well, it happened this way, my learning to fly. I had a brother, perhaps you remember him, Rodman Law, he who was first to jump out of an aeroplane with a parachute. He was doing all manner of stunts for the movies. Brother and I were nearly of an age, he being two years older than I, but we were inseparable. Whatever he did, I must do it, also, if possible. So when his experiments were going on with a parachute jump from the aeroplane at Boston, Mass, I was there, too. I have always lived out of doors, and to be near an aeroplane was sufficient to give me the desire to learn to fly one myself. I have always liked to do unusual things, and flying seemed to thrill me from the beginning, and it has never lost its charm for me. In those days, for a woman to fly was considered a little short of ridiculous, and I was told that it would be quite impossible for me to learn. Well, I am afraid that I have a very contrary disposition. Because the surest way to make me do a thing is to tell me I can't do it. I went to Dayton, O., to see the Wright brothers, who operated the foremost school of aviation at that time, and appealed to Orville Wright to teach me to fly. He laughed, and said he would not be responsible for trying to teach me to fly, but if I wanted an aeroplane that they would sell me one. The bargain was made, and in due time a freight car arrived in Boston with one precious aeroplane in it. My family had given me $2,500, and Orville Wright had agreed to let me pay the rest of the $5,000 on the installment plan. There I was with an aeroplane that I didn't know anything about. I had promised to pay for it within a limited time, and all I had to do it with was an idea and a lot of determination. I had some friends at the aviation field, so we all went to Boston with a horse and wagon, and after much hard work, managed to get my plane out of the freight car and dragged it twenty miles to the field where, with voluntary help, we got it assembled and ready for its first flight. It seemed to me then that it had 10,000 wires and bolts, and that I never would learn what they all meant. It all seems too easy now. Perhaps flying has been easy for me, because I am naturally fond of mechanical devices, and love to study machinery of all kinds. The most valuable knowledge I have ever received was from an old German mechanic, who had a machine shop at the field, and because I showed a desire to learn, he would let me sit at his bench and take apart and put together again, at his direction, an old motor of the type that I had in my new aeroplane. In fact, he came to me one day later and told me that he had been able to sell, at a good price, the motor that I had overhauled. It was one thing to want to fly in the air, and quite another to afford the luxury, so I had planned from the first to make my sport pay for itself by giving flying exhibitions for which I would be paid. I received my plane in July, and must learn to fly so that I could make some money that same summer. It never occurred to me that I might fail. I engaged a young aviator, who had wrecked his own plane, to give me lessons. He was an exceptionally good flyer, through very reckless. I flew with him every good day for a month and thought it was about time that I tried it alone. I told him my intentions of going up alone, and asked if he didn't think I could do it all right. His answer was: "It you try it, you will break your neck." That was sufficient to make me try it, anyway. Early next morning (we were staying at the aviation field), I got my mechanic up and a few trusted friends. The aeroplane was pulled out of the hangar and with many misgivings the motor was started. I had all the confidence of an undergraduate, adn up I went. Well, right there, I begun to realize that if left alone an aeroplane will go up in the air by itself. It was not so difficult to keep wabbling around up there without falling. But coming down again was quite different. Landing an aeroplane safely is the most difficult part of flying, and then I was up there alone, and no one could come up there to help me down. I must get down myself. I wouldn't give in to fear, and kept going around in a big circle until I felt my nerves were calm, and then I landed safely, more by luck than ability. My friends had rushed to the field to see me finish, and was scolded and congratulated at the same time. I had never been afraid of an aeroplane since. Of course, the news traveled that I had made a successful slight, and on September 2, Labor day, I made my first exhibition flight at Providence, R. I. I received $500, mostly in $1 bills. It looked like a fortune when I threw it on my bed in the hotel. It was the first money I had ever earned, and it was the richest day of my life. [[image]] The [[??]] of Victory marked by WATCHES & [[\image]] Flying With Ruth Law The Japanese and Avaiation BY RUTH LAW Note: This is the eighth of a series of articles written by Ruth Law exclusively for The Tribune. In these the greatest woman aviator will tell her own experiences and sensations in ten years of successful flying - the longest experience of any flyer today, man or woman, in the world. In December, 1918, life suddenly became dull. The armistice had been signed and the great war was practically over. No more flights for recruiting, no more Liberty loan flights, so in my search for other fields of endeavor I decided on the orient, with Japan as the first stop. Many times on that ocean voyage I wished for an airplane to pick me up out of my misery. The Pacific was anything but pacific, but then I suppose every ocean must have their off days, even if this one is supposed to be sweet tempered. We were sailing in a Japanese boat, and the Japs are nothing if not hospitable; they are noted for thier entertaining. Japs' Superstitions. Travelers in the orient tell many tales of beautiful entertainments staged for their pleasure. There seemed to be intense interest in aviation and many affairs were given in my honor where I was asked to speak on my experiences in flying. The Japanese are very eager to fly, but up to that time none had been successful. So many had been killed that a superstitious fear existed that air currents in Japan were so dangerous and unusual that no aviator could overcome them. It was with real concern that I left the ground for my first flight in Tokio. I was on the alert for almost anything to happen, but after a flight several thousand feet high where I got a wonderful view of Mount Fuji Yama raising her beautiful snowy head above the clouds, I decided that the air currents of Japan were about the same as those of any other country and that one would have to look further to find the reason for the Japanese failure as aviators. The Japanese are great copyists, they can imitate the manufacture of foreign-built airplanes with apparent accuracy, but the vital points of construction escape them. The result is that when they attempted to fly in their own airplanes they frequently collapsed in the air. Japan Working Hard. Japan had been referred to lately as a second Germany and it is quite evident to the traveler in Japan that the country is striving very hard to become a power in the world. The Japanese government, not being satisfied with the progress made by their own aviators, arranged with the French government to send over sixty of the best war aviators together with complete equipment for a modern aviation school and a large number of French planes. After about seven months of disappointing work and with many casualties in their ranks the French aviators gave up the attempt to teach the Japs to fly and went back to France. One of the Frenchmen told me that their greatest difficulty had been in getting the Japs to accept their instruction. Japs Don't Know How. He told me of one experience that illustrates better than any other why the Japs do not make good students of aviation. He was about to make a trial flight in a new French machine with a Japanese officer, who was supposed to be able to fly. The Frenchman took the precaution of explaining the working of the controls to the Jap before they left the ground, and was surprised to have he Jap say, "Yes, yes, I am familar with it," to every explanntion that he made. When they got into the air the Frenchman motioned to the Jap to take control of the ship which he did with the result that the ship started through an amazing series of antics. Just before a crash was inevitable the Frenchman took control and landed safely. He leaned over to the front seat and found that the Jap had fainted from fright rather than admit he was unable to fly the airplane. Too Proud to Learn. That, I believe, is the reason for the number of fatalities in Japanese aviators and why they cannot fly successfully. Aside from the fact that they seem to have a lesser sense of flight than occidentals, the Japanese are extremely proud and not easily taught. Then from earliest childhood they are reared in the belief that to die for their country is the greatest honor that can be achieved. A man that is too willing to die should never go up in an airplane. If one had thought of death in their mind they can never become a successful aviator. Read and Use Daily News Want Ads. The Omana Daily News, Thursday, September 15, 1921 - Pag Will Women Make Good in Aviation? By Ruth Law [[image]] [caption]Ruth Law[\caption] The question has been asked so many time, I suppose because I am a woman and an aviatrix. People think I should be able to answer that question better than anyone else. How many times have you been asked, my friend, if women will make good in your line of endeavor? Can you answer the question fairly? I can't. Don't you begin to think at once of the seemingly insurmountable difficulties that you were able to overcome, just by a stroke of luck? Of these hardships that you put up with before you knew success? Of the disappointments and the steady plugging required to get on top? I think of these things when a girl comes for advice on aviation as a profession. I think of how easy it would have been for me to fail, and I am about to advise her not to try flying, even as you have, perhaps advised some novice not to enter your profession. When I realize that perhaps this or that girl is capable and willing to work just as hard as I did. What one woman can do, so there is bound to be other women who can do the same thing. What right have I to discourage them, even if I do know that learning - really learning to fly from the inside out - is a tough job for a woman. But I loved it and liking a thing goes a long way towards making it successful. In the early days of flying when I couldn't afford the best mechanics, and even the best were none too good, I realized the importance of learning to overhaul my own motor, to set up or take apart the aeroplane, to make my own repairs. Even now it isn't safe to pilot your own aeroplane unless you thoroughly know the mechanical working of the machine. Haven't you often heard an auto go chug-kerchuc chug, down the street with the cylinder missing fire, the driver apparently oblivious of any defect in the performance of the machinery. I have many times had an uncomfortable auto ride with.a man or woman who didn't know if their cars were not hitting on all their cylinders or know how to find and fix the trouble if they did realize that something was wrong. You can get by with that sort of thing in an automobile, but not in an aeroplane. I have saved myself many an accident by the quick detection of some irregularity in the running of my motor or the flying of my plane and been able to make a landing before something serious happened. The only way to get experience is to pitch in and work yourself. In exhibition flying it is absolutely necessary to have mechanical knowledge of your plane. A few years ago, I was appearing at the Nebraska State fair, and the last day, Saturday, is known among fair people as "get away day." There is no time to lose as we must be at the next town ready to fly Monday morning. In the instance I am about to relate, my two mechanics over a fancied grievance "struck." They walked off the field and left me with an aeroplane to take apart and ship to the next town. It was a brand new exhibition plane which I had never taken down before, but when it was built for me in the Curtiss factory, a few months before, I had reported at the factor each morning at 7 o'clock and went home each night when the whistle blew. I had watched every knot and bolt go into the plane and motor and was able, when necessity required, to get inexperienced helpers and put my aeroplane together in the next town, Milwaukee, Wis., in time to give my exhibition flight as scheduled. My face was streaked with grease and I didn't present a very pretty picture when I was ready to fly, but the people in the grandstand were not disappointed, and I had added to my reputation for making good. (Tomorrow: Noted Aviatrix Picks Her Circus Flyers With Care.) [[?]] he found the harbour perfectly clear, not a craft from the Trenton to a [[?]] afloat in it." his men to take the coal out. Mr. Dumper hinted that the tribune must keep the matter in mind when cost carmen ame before them for exemption. Lee-Booker, 2nd Lt. R, S Lancashire. MISSING. Lt. S. RFC. answered with an emphatic negative. At the same time the number of dog shows to be held during the year is extremely limited. [[image]] [[image]]
